Side-impact crash structure

ABSTRACT

A side-impact crash structure may be positioned proximate an end of a vehicle to reduce impact forces imparted to an occupant during a side collision. The side-impact crash structure may include energy absorbers positioned on lateral sides of the vehicle between the passenger compartment and a longitudinal end of the vehicle. The energy absorbers may be configured to absorb impact forces over a limited ride-down distance (the distance over which the deceleration occurs) to prevent damage to both the occupants and one or more components or systems of the vehicle. The energy absorbers can be configured to deform along an oblique axis of the vehicle under a compressive force. The side-impact crash structure may include one or more load spreaders disposed between the energy absorbers that disperse the impact force to other portions of the vehicle.

BACKGROUND

Traditional vehicles are designed to provide protection to passengersduring side-impact collisions. In a traditional passenger vehicle, whereall occupants face in the direction of forward motion of the vehicle,there are several structures that protect an occupant during aside-impact crash, including the sill, door pillar or frame, andmounting structure for the passenger seats. These structures generallyabsorb energy produced by a side impact. In a vehicle with a carriageseating configuration where occupants face toward one another thesestructures are not in the same position relative to the occupants andtherefore may not provide adequate energy absorption during a collision.

BRIEF DESCRIPTION OF THE DRAWINGS

The detailed description is described with reference to the accompanyingfigures. In the figures, the left-most digit(s) of a reference numberidentifies the figure in which the reference number first appears. Theuse of the same reference numbers in different figures indicates similaror identical components or features.

FIG. 1 is an overhead view of an example vehicle having a side-impactcrash structure.

FIG. 2A is a perspective view of an example vehicle having a side-impactcrash structure.

FIG. 2B is a perspective view of an example side-impact crash structure.

FIG. 3A is a perspective view of an example energy absorber for aside-impact crash structure, attached to a vehicle.

FIG. 3B is a perspective view of an example energy absorber for aside-impact crash structure.

FIG. 3C is a perspective view of the example energy absorber of FIG. 3Battached to a support structure.

FIG. 4A is a perspective view showing deformation of an example energyabsorber of a side-impact crash structure during a collision.

FIG. 4B is an overhead view showing deformation of an exampleside-impact crash structure during a collision.

FIG. 5 is a schematic side view of an example vehicle having aside-impact crash structure.

FIG. 6 is a perspective view of another example energy absorber for aside-impact crash structure.

DETAILED DESCRIPTION

As mentioned above, occupants of a vehicle with a carriage-seatingconfiguration are not positioned near traditional side-impact crashstructures such as the sill or door frame. The sill, also referred tothe rocker, is the body section of the vehicle positioned below the baseof the door openings. In traditional vehicle seating, the occupants maybe positioned toward the center of the vehicle, which is proximate ordirectly above the sill. In a traditional seating configuration, thesill helps to absorb and distribute a side-impact force in the vicinityof the occupants. In a vehicle configured for carriage seating, theoccupants may be seated forward or rear of the door, door frame, and thelongitudinal ends of the sill. Further, in vehicles configured forcarriage seating there may be limited distance between the occupants andthe exterior of the vehicle over which the vehicle can absorb the crashenergy.

Vehicles undergo rigorous safety tests to help ensure the safety ofoccupants in a crash. One such test is a side-impact crash test, FMVSS214 Dynamic Side Impact Protection—Rigid Pole Side Impact Test. In thisexample side-impact crash test, the vehicle is struck by a rigid polewhen traveling around 32 kph at around 75° to the vehicle's longitudinalaxis. The pole is configured to strike the vehicle proximate the centerof gravity of the vehicle occupant's head. In a vehicle with atraditional seating configuration, the pole strikes the middle portionof the vehicle in proximity to the sill and door frame. In a vehiclewith a carriage-seating configuration, the car may strike proximate anend of the vehicle, beyond the longitudinal end of the sill.

This application relates to a side-impact crash structure configured tobe positioned proximate an end of a passenger vehicle to reduce theforce absorbed by an occupant during a side collision and/or to protecta battery, drivetrain, or other systems of the vehicle. The side-impactcrash structure may include energy absorbers positioned on lateral sidesof the vehicle between the passenger compartment and a longitudinal endof the vehicle (e.g., a front or rear of the vehicle). In some examples,the side-impact crash structures may be disposed between thelongitudinal ends of a sill of the vehicle and the longitudinal ends ofthe vehicle, proximate the passenger compartment. The energy absorbersare configured to minimize the force applied to an occupant with alimited ride-down distance (the distance over which the decelerationoccurs) to prevent damage to both the occupant and one or morecomponents or systems of the vehicle. The energy absorbers can beconfigured to deform along an oblique axis of the vehicle under acompressive force. As described herein, such energy absorbers may bedesigned based on particular geometric configurations, compositions ofmaterials, or combinations thereof to promote such deformations. Theside-impact crash structure may include one or more load spreadersdisposed between the respective energy absorbers and the passengercompartment, a battery casing, or other structure of the vehicle todistribute impact forces imparted to the energy absorber to a largerarea of the passenger compartment, battery casing, or other structure ofthe vehicle. In some examples, a portion of the vehicle body or driveassembly frame interposed between each of the energy absorbers and abattery casing of the vehicle may act as a load spreader. In someexamples, each of the load spreaders may have a surface area contactingthe battery casing that is larger than a surface area of the respectiveenergy absorber contacting the load spreader. As with the energyabsorbers, such load spreaders may comprise particular geometries,compositions of materials, or combinations thereof to promote such forcedistribution. In at least some examples, such energy absorbers and loadspreaders may be integrally formed and comprise a single member. Thecrash structure may additionally or alternatively include one or moreplates, casings, cross-members, beams, and/or other structural membersdirectly or indirectly coupled between the energy absorbers to provideone or more load paths to further transmit or distribute the impactforces to the body or frame of the vehicle. In some examples, the loadpath structures are coupled to (and/or integrally formed with) the loadspreading structure, which distributes the impact force from the energyabsorber to the load paths.

In some examples, the vehicle includes two axles where each axle ispositioned between the passenger compartment and an end of the vehicle.In some examples, the energy absorbers are positioned between one of theaxles and the passenger compartment. The vehicle may comprise a batteryat least partially enclosed by a battery casing. In some examples, aportion of the battery casing is positioned between the energy absorbersof the side-impact crash structure such that the battery casing acts asa load spreader for a force applied to one of the energy absorbers. Insome examples, there is a space or gap between the battery casing andthe battery to allow for some deformation of the battery casing withoutdamage to the battery during a collision.

In some examples, the vehicle includes a drive assembly coupled to anend of the passenger compartment. The drive assembly may include an axleof the vehicle and a pair of wheels. In some examples, the driveassembly includes a motor, gearbox, and/or other drivetrain componentscoupled to the axle to propel the vehicle. In some examples, the driveassembly includes the battery and battery casing. The energy absorbersof the side-impact crash structure may be coupled directly or indirectlyto the drive assembly and may be positioned outboard of the batterycasing. In some examples, the side-impact crash structure also includesa load spreading structure, such as those described above, disposedbetween the energy absorber and the battery casing.

In some examples, the side-impact crash structure may be used on avehicle that is bidirectional (i.e., where both longitudinal ends of thevehicle may be the leading end of the vehicle depending on the directionof travel). A bidirectional vehicle may have a side-impact crashstructure positioned at one or both ends of the vehicle.

In some examples, the energy absorbers are formed from a plasticallydeformable material such as aluminum, steel, or other metals, carbonfiber, polymers, plastics, foams, or combinations of the foregoing. Insome examples, the energy absorbers include an outer wall. The outerwall can be divided into multiple cells by one or more webs. In someexamples, a first side of the outer wall may be shorter than a secondside of the outer wall, where the first side of the outer wall is closeto a longitudinal end of the vehicle than the second side of the outerwall. In some examples, at least a portion of the outer wall extends atan oblique angle relative to a lateral axis of the vehicle (the lateralaxis of the vehicle being perpendicular to a direction of travel of thevehicle). By orienting the energy absorbers at this oblique angle, thecrash structure is able to absorb more energy from collisions impactingthe vehicle from a front and side of the vehicle. In some examples, theoblique angle is between about 0° and about 30° relative to the lateralaxis of the vehicle, and in some examples, the oblique angle is betweenabout 10° and about 20°. In one particular example, the oblique angle isapproximately 15° relative to the lateral axis of the vehicle. The cellsof the energy absorber can form a variety of shapes including a square,rectangle, triangle, hexagon, octagon, or trapezoid. In some examples,the cells can form an open-cell or honeycomb structure. In someexamples, the outer wall and/or the webs between each cell may have auniform thickness of between about 2 mm and 5 mm. The outer wall and thewebs between the cells may have a same thickness or differentthicknesses. The open cell construction allows the energy absorber tocrush or otherwise deform, thereby absorbing energy of the collision,without intruding on other systems and structures of the vehicle (e.g.,battery, drive train, passenger compartment, etc.).

In some examples, the energy absorber may be formed by extrusion. Theenergy absorbers can also be formed using other manufacturing processesincluding, for example, casting, injection molding, three-dimensionalprinting (or other additive manufacturing techniques), or machining.Energy absorbers that are formed by casting or injection molding mayhave outer wall thicknesses and/or webs that vary along the length ofthe energy absorber. For example, the thickness of the walls of theenergy absorber may be thicker at the proximal end of the energyabsorber than at the distal end of the energy absorber. This may allowthe energy absorber to provide varying resistance or energy absorptionover the distance that it deforms. For instance, the energy absorber maybe configured so that the thinner portion of the energy absorber deformsrelatively easily at first and progressively increases as thedeformation increases. This may minimize the forces experienced by thevehicle and occupant during lower impact collisions while allowing theenergy absorber to absorb more energy later in the crash pulse.

While this application describes examples in which the side-impact crashstructure is applied to a bidirectional autonomous vehicle, thisapplication is not limited to bidirectional vehicles or autonomousvehicles. The side-impact crash structure described in this applicationcan be applied to other non-bidirectional and/or non-autonomousvehicles. The vehicle may be powered by one or more internal combustionengines, electric motors powered by one or more power supplies (e.g.,batteries, hydrogen fuel cells, etc.), or any combination thereof. Thevehicle in this application is depicted as having four wheels/tires.However, other types and configurations of vehicles are contemplated,such as, for example, vans, sport utility vehicles, crossover vehicles,trucks, buses, agricultural vehicles, construction vehicles, and trainsvehicles. While this application describes and depicts a side-impactcrash structure positioned at or near the end of the vehicle, theside-impact crash structure described in this application can bepositioned anywhere along the length of the vehicle. While thisapplication describes and depicts a vehicle having a carriage-seatingarrangement, the side-impact crash structure disclosed can be applied tovehicles having different seating arrangements, including where allpassengers face the direction of forward motion of the vehicle, whereall passengers face opposite the direction of forward motion, and/orwhere one or more passengers face a lateral side of the vehicle.

The techniques and systems described herein may be implemented in anumber of ways. Example implementations are provided below withreference to the figures.

FIG. 1 depicts an example vehicle 100 having a longitudinal axisgenerally aligned with a direction of travel when the vehicle istraveling straight (not turning) and a lateral axis perpendicular to thelongitudinal axis. As shown the vehicle 100 includes four wheels 102with two wheels/tires positioned at each longitudinal end 104 of thevehicle 100. In some examples, the vehicle 100 may include multipleaxles, including a first axle 106A extending between the wheels 102 atthe first longitudinal end 104A of the vehicle and a second axle 106Bextending between the wheels at the second longitudinal end 104B of thevehicle. The first axle 106A and/or the second axle 106B may besubstantially parallel to the lateral axis of the vehicle 100. The firstaxle 106A and/or the second axle 106B may comprise straight axles thatextend between the right and left wheels 102, or may comprise separatedrive shafts associated with each wheel and supported by independentsuspension that allow each wheel on the same axle to move verticallyindependently. The vehicle 100 may include doors 110 positionedproximate the center of the length of the vehicle. The doors 110 may besurrounded by door pillars or frames. The vehicle 100 may include a sillstructure positioned beneath the door opening (the sill structure isillustrated in FIG. 2A). The vehicle 100 includes a side-impact crashstructure 108 that is configured to provide protection to occupants inthe vehicle 100 from a side impact where the point of impact beyond thedoor 110 and sill of the vehicle. The side-impact crash structure 108may be positioned proximate a longitudinal end 104 of the vehicle 100,for example between the longitudinal end of the sill and thelongitudinal end of the vehicle. In some examples, side-impact crashstructures 108 may be disposed between each axle of the vehicle and apassenger compartment 112 of the vehicle.

FIG. 1 depicts an example side-impact collision between the vehicle anda pole 114. The pole 114 in FIG. 1 shows an example side-impact positionthat the side-impact crash structure is configured to protect against.In this example, the vehicle 100 is traveling in the direction of arrow116, making longitudinal end 104A the leading end (or “front”) of thevehicle in this example. The pole 114 depicts an impact to the leading,left corner of the vehicle 100 in the vicinity of or slightly behind awheel 102 of the vehicle 100. The side-impact crash structures 108 mayinclude energy absorbing structures (described with reference to FIGS.2A-2B and 3A-3C) angled at an oblique angle θ relative to the lateralaxis of the vehicle to receive an impact force from a direction towardthe front corner of the vehicle (like the angle of impact of the pole114 in this example). In some examples, the energy absorbing structuresmay be disposed proximate to all four corners of a vehicle.

FIG. 2A is a perspective view of the vehicle 100 showing the side-impactcrash structure 108 positioned proximate a longitudinal end 104A of thevehicle 100. The wheels are omitted from the vehicle in this drawing tobetter illustrate the crash structure. Additionally, the firstlongitudinal end 104A is shown transparent to illustrate the locationsof the crash structure 108 relative to the passenger compartment 112.The side-impact crash structure 108 may be positioned between the sill222, which runs along the bottom of the door opening of the vehicle 100,and the longitudinal end 104A of the vehicle and between the leadingaxle and the passenger compartment of the vehicle. The side-impact crashstructure 108 may include energy absorbers 202 positioned on lateralsides of the vehicle 100. In some examples, the side-impact crashstructure 108 includes an energy absorber 202 on each lateral side ofthe vehicle 100. In other examples, the side-impact crash structure 108may include multiple energy absorbers 202 on each lateral side of thevehicle 100 or may include energy absorber(s) on only one lateral sideof the vehicle. In some examples, the side-impact crash structure 108may include a first energy absorber disposed proximate a first corner ofthe vehicle, a second energy absorber disposed proximate a second cornerof the vehicle, a third energy absorber disposed proximate a thirdcorner of the vehicle, and a fourth energy absorber disposed proximate afourth corner of the vehicle. The side-impact crash structure 108 may bepositioned longitudinally outboard of the passenger compartment 112. Forexample, the side-impact crash structure 108 may be positioned betweenthe passenger compartment 112 and the longitudinal end 104 of thevehicle 100. In some examples, the side-impact crash structure 108 maybe positioned in between the wheels proximate a longitudinal end 104 ofthe vehicle. The energy absorber(s) 202 may be positioned inward and/orbehind a wheel of the vehicle 100. The energy absorber(s) 202 may bepositioned and angled to receive and absorb a side impact that is in thedirection of the center-of-gravity of the head of an occupant of thevehicle.

In some examples, the passenger compartment 112 of a body 210 of thevehicle includes two seats 206, including a first seat 206A and a secondseat 206B, oriented facing one another (e.g. a “carriage seating”configuration). In other examples, any number of one or more seats maybe disposed in a vehicle at locations and/or orientations other thanwhat is indicated in FIG. 2A. For instance, though illustrated as twobench style seats 206 which can accommodate multiple occupants 208, insome examples, multiple individual bucket-style seats may be disposed ina vehicle. An occupant(s) 208 in the first seat 206A may be positionedby the first seat to face an occupant(s) in the second seat 206B. Whenin this configuration, the occupants' 208 heads may be positioned inproximity to the outer corners of the passenger compartment 112. Theside-impact crash structure 108 is configured to protect the occupants208 in this position.

In some examples, because of the bidirectionality of the vehicle 100,each of the first seat 206A and the second seat 206B may, at differenttimes, be a leading or trailing seat, as determined by the direction oftravel of the vehicle. Also, each of the first seat 206A and second seat206B may, at different times, be a forward-facing seat or a rear-facingseat, as determined by direction of travel of the vehicle 100.Therefore, bidirectional vehicles may include a side-impact crashstructure 108 proximate both the first longitudinal end 104A and secondlongitudinal end 104B of the vehicle to protect occupants in both thefirst seat 206A and the second seat 206B in side-impact crash scenarios.In other examples, the vehicle 100 may include a side-impact crashstructure 108 on only one longitudinal end 104 of the vehicle 100. Also,the side-impact crash structure 108 can be positioned at bothlongitudinal ends 104 of a vehicle that is not bidirectional.

FIG. 2B is a perspective view of the side-impact crash structure 108. Asdescribed above, the side-impact crash structure 108 may include energyabsorbers 202 positioned on the lateral sides of the vehicle 100. Theenergy absorbers 202 are configured to deform in response to acompressive force, discussed in further detail below. In some examples,a portion of the energy absorber 202 extends at an oblique anglerelative to the lateral axis of the vehicle 100. As mentioned above, theenergy absorber 202 may be oriented to extend at an oblique angle θrelative to the lateral axis of the vehicle to receive an impact forcethat is not completely horizontal to the vehicle 100. The side-impactcrash structure 108 may also include one or more load spreadersconfigured to transfer cross-car impact loads and act as a back-upstructure for the energy absorber 202. A variety of structures may actas load spreader(s) for the side-impact crash structure 108. The loadspreader(s) may be directly or indirectly coupled to the energyabsorber(s) 202. Energy produced by an impact force to the energyabsorber(s) 202 is transferred to the load spreader(s), which dispersethe force to a larger area throughout the vehicle. In some examples, theload spreader(s) are coupled in between or in proximity to the energyabsorbers 202 on each lateral side of the vehicle 100. In some examples,load spreading structures are formed from a more rigid material and/orstructure than the energy absorbers 202 and do not deform under the sameforce as the energy absorbers 202.

In some examples, a tub or body 210 of the vehicle 100 acts as a loadspreader. The energy absorber(s) 202 may be coupled directly orindirectly to the body 210. Impact force that is not absorbed by theenergy absorber(s) 202 may be transferred to the body 210. The energyabsorber(s) 202 may be coupled to the body 210 at a thicker, stiffer,and/or reinforced portion of the body of the vehicle so as to distributethe impact force throughout the vehicle 100. In some examples, thevehicle 100 includes a drive assembly 212 coupled to a body of thevehicle containing the passenger compartment. In some examples, a driveassembly frame 214 can act as a load spreader in addition to or insteadof the body 210. The drive assembly frame 214 may be coupled to the body210 of the vehicle 100.

In addition to dispersing the impact energy through their own structure,the load spreaders, such as the body 210 and/or drive assembly frame214, may spread the impact force to other structures that serve asadditional load transfer paths for the impact energy. Additional loadpath structures may include cross-members or beams. For example, thebody of the vehicle may include an elongated body cross-member 216 thatis formed integrally with or coupled to the body 210. The drive assemblyframe 214 can include an elongated drive assembly cross-member 218. Thebody cross-member 216 and drive assembly cross-member 218 may beindirectly coupled to the energy absorbers 202 through one or more loadspreading structures such as, but not limited to, those described aboveand may provide additional cross-body load paths for the impact force. Aside-impact crash structure 108 contemplated by this application mayinclude all or some of these load spreading structures and/or load pathstructures.

In some examples, the vehicle 100 includes a battery coupled to one ormore motors to propel the vehicle. In some examples, the battery and/orthe motor(s) are disposed in the drive assembly 212. The battery may befully or partially contained in the drive assembly frame 214. To protectthe battery from impact damage, the battery may be fully or partiallysurrounded by a battery casing 220. In some examples, the battery casing220 may be coupled to or integral with the body 210 or the driveassembly frame 214 of the vehicle 100. In some examples, a portion ofthe battery casing 220 is positioned in between or in proximity to theenergy absorber(s) 202 and acts as a load path. In some examples, theenergy absorber(s) 202 may be positioned outboard of the battery casing220. In such examples, the battery casing 220 may help transfer crashloads across the vehicle and/or to other structural components of thevehicle 100. The battery casing 220 may be relatively more rigid thanthe energy absorber(s) 202 so that the battery casing 220 does notdeform substantially during transfer of loads, thereby protecting thevehicle battery from impact during the collision. The portion of thebattery casing 220 positioned in between or in proximity to the energyabsorber(s) 202 may be reinforced to provide greater structuralintegrity than other portions of the battery casing 220. For example,one or more walls of the battery casing 220 may include a steel plate,ribs, gussets, trusses, or other reinforcing structures. In someexamples, there is a gap or distance between the battery and the batterycasing 220 to accommodate the ride-down distance of an impact, shown indetail below. The gap may be between about 0 mm and about 10 mm. In someexamples, the gap is between about 2 mm and about 6 mm. The side-impactcrash structure 108 is configured to limit the ride-down distance froman impact to avoid damage to the battery. In some examples, otherstructures including fuel tanks, motors, controllers, computers, coolingsystems, etc. can be protected from impact damage using a casing similarto the battery casing 220 and/or side-impact crash structures such asthose described herein. The energy absorber(s) 202 are designed todeform during a collision to provide a crush zone to absorb energyduring a collision, while the vehicle body 210, battery casing 220,drive assembly frame 214, body cross-member 216, and drive assemblycross-member 218 constitute backup structures and are designed todistribute and transfer loads throughout the vehicle without substantialdeformation. Thus, the energy absorber(s) 202 may include one or moreinitiators to initiate deformation, may be more ductile, thinner wallthickness, and/or may have a lower rigidity than the backup structures.

FIGS. 3A-3C are perspective views of an energy absorber 202. As shown inFIG. 3A, the energy absorber 202 is coupled to the drive assembly frame214 of a vehicle, while in FIG. 3B the energy absorber is shown on itsown. In some examples, the energy absorber 202 includes an inboard edge300 that is proximal and attached to a portion of the vehicle, anoutboard edge 302 that is distal from the vehicle, and an outer wall304. The outer wall 304 may comprise a circumferential wall that boundsa perimeter of the energy absorber 202. The outer wall 304 in thisexample includes a first side 304A and a second side 304B. The energyabsorber 202 may be formed from a plastically deformable material suchas aluminum, steel, other deformable metals, carbon fiber, a polymer,plastic, or foam, or a combination thereof. Depending on the material,the energy absorber can be made by extrusion, casting, injectionmolding, three-dimensional printing, machining, combinations of theforegoing, or other manufacturing techniques. In some embodiments, theenergy absorber 202 is formed from extruded aluminum such as A356 Alloyaluminum. In some examples, the crush force to completely deform theenergy absorber 202 is approximately equal to the peak crush force ofthe load spreader(s) described above.

In some examples, as best shown in FIG. 3B, the energy absorber 202 mayhave a width W of between about 100 mm and about 300 mm, a height H ofbetween about 200 mm and 400 mm, and a depth D of between about 25 mmand about 300 mm. In some examples the energy absorber 202 may have awidth W of between about 150 mm and about 200 mm, a height H of betweenabout 250 mm and 300 mm, and a depth D of between about 50 mm and about250 mm. In some examples, the dimensions (W, H, and/or D) may be largeror smaller than the examples above. Also, in some examples, the width W,height H, and/or depth D may vary from one part of the energy absorber202 to another. For instance, as shown in FIGS. 3A-3C, the energyabsorber is wider at top than at a bottom, and has a greater depth onthe right side than on the left side. It should be noted that the energyabsorber on the opposite lateral side of the vehicle and the energyabsorber on the opposite longitudinal end of the vehicle would be mirrorimages of that shown in FIGS. 3A-3C.

The energy absorber includes an outer wall 304 having an inboard edge300 for attachment to the vehicle. The energy absorber 202 depicted inFIGS. 3A-3C has a flat (or substantially planar) inboard edge 300 orcircumference for attachment to a flat mounting surface of the vehicle.However, in some examples, the inboard edge 300 of the energy absorber202 can be angled or curved to complement the portion of the vehicle towhich it is attached. The energy absorber 202 may include an extrusionextending outward from the inboard edge 300 to an outboard edge 302. Thespan between the inboard edge 300 and the outboard edge 302 defines anouter wall 304 of the energy absorber. The outer wall 304 may be dividedinto multiple cells 306 by one or more webs or cell walls 308 to form anopen cell structure. The energy absorber 202 depicted in FIGS. 3A-3C hassix cells 306 having substantially rectangular outer perimeters. Inother words, the cells 306 in this example are rectangular prisms withthe longitudinal ends being open. However, the cells 306 of the energyabsorber 202 may have any other perimeter shape including, for example,a square, triangle, hexagon, octagon, or trapezoid. The outer wall 304and/or webs or cell walls 308 that form the cells 306 may have a uniformthickness. In some examples, the outer wall 304 and/or cell walls 308have a thickness of between about 2 mm and 5 mm. In other examples, thecell walls 308 may have a thickness of between about 0.5 mm and 10 mm.In some examples, the thickness of the outer wall 304 may be the same ordifferent than the cell walls 308. In some examples, the outer wall 304and/or the cell wall 308 thickness need not be uniform. Also, while theenergy absorber 202 depicted in FIGS. 3A-3C has six cells 306. In someexamples, the energy absorber 202 may have more or fewer cells. Theenergy absorber 202 may have as many cells 306 as allowed by the size,material, and method of manufacturing the energy absorber. The cells 306may be generally uniform in size (e.g., have approximately a samecross-sectional area, volume, etc.) or may vary. In some examples, cells306 of different sizes and shapes can be used in a single energyabsorber 202. In some examples, one or more initiators (e.g., holes,depressions, bends, etc.) or crumple zones may be disposed on the energyabsorber 202 to initiate deformation of the energy absorber 202 during acollision to minimize damage to other vehicle systems.

As discussed above, the outer wall 304 and/or the cell walls 308 mayextend at an oblique angle to the longitudinal axis of the vehicle. Insome examples, a first portion 310 of the outer wall 304 is beveled suchthat the outboard edge 302 of the first portion 310 is at an obliqueangle relative to the inboard edge 300, and a second portion 312 of theouter wall 304 is uniform such that the outboard edge 302 of the secondportion 312 is generally parallel to the inboard edge 300. As a resultof first portion 310 being beveled, a first side 304A of the outer wall304 may be shorter than a second side 304B of the outer wall 304. Insome examples, the oblique angle of the first portion 310 providesclearance for the vehicle wheels, suspension, steering, and othersystems of the vehicle, while providing significant side-impact crashprotection.

FIG. 3C illustrates the energy absorber 202 coupled to a mountingbracket or support structure 314 by one or more fasteners. The supportstructure 314 may be configured to receive and couple to the energyabsorber 202 and the support structure 314 may be coupled directly orindirectly to the vehicle. In some examples, the inboard edge 300 of theenergy absorber 202 is attached to a mounting plate 316 of the supportstructure 314. The mounting plate 316 of the support structure 314 maybe attached to the vehicle. In some examples, the support structure 314may include a sidewall 318 extending outward from the mounting plate316. The sidewall 318 of the support structure 314 may wrap around andreinforce outer wall 304 of the energy absorber 202 and may helptransfer and spread loads from the energy absorber 202 to the rest ofthe vehicle. In some examples, the sidewall 318 of the support structure314 reinforces the second side 304B (the deeper side) of the energyabsorber 202. The support structure 314 may help to control thedeformation of the energy absorber 202 and distribute impact energy toother load spreading/transferring structures.

FIG. 4A is a perspective view of the energy absorber 202 after it hasbeen deformed or crushed under a compressive force. As shown, the energyabsorber 202 crushes axially as a result of the side-impact force. Insome examples, the cells 306 of the energy absorber 202 may collapse asthe energy absorber is subject to a compressive force. The energyabsorber 202 absorbs the energy of the impact by collapsing anddeforming. The design of the energy absorber 202, including its size,materials, cell structure, shape, and angle are selected to maximize theenergy absorbed during the ride-down distance (distance it takes for thevehicle to come to rest after impact) in order to minimize the forceapplied to occupants 208 and to protect both vehicle components and thepassenger compartment 112. The force not absorbed by the energy absorber202 can be spread by one or more load spreaders to additional load pathsas describe above.

FIG. 4B is an overhead view of the side-impact crash structure 108subject to an impact from the pole 114 as described above with referenceto FIG. 1. The ride-down distance can be measured by the distance thepole 114 intrudes into the vehicle 100. As shown, deformation of theenergy absorber 202 accounts for the majority of the ride-down distance.Thus, the intrusion into other vehicle structures is minimized. As shownin FIG. 4B, deformation of the drive assembly frame 214 and the batterycasing 220 is minimized due to the energy absorbed by the energyabsorber 202. Additionally, as deformation of the energy absorber 202increases, the reaction force applied by the energy absorber 202increases, thereby transferring more force through the load spreadingstructures to other load paths (e.g., body 210, drive assembly frame214, battery casing 220, body cross-member 216, and/or drive assemblycross-member 218). In this example, there is a gap 400 between thebattery casing 220 and the battery 402, as described above. This gap 400may be large enough to accommodate for a ride-down distance that islarger than the deformation of the energy absorber 202 and driveassembly frame 214, battery casing 220, and/or other structurespositioned between the energy absorber and battery 402, such that thebattery casing 220 may deform into the gap 400, but not damage thebattery 402. In some examples, the side-impact crash structure 108 isconfigured such that the ride-down distance is less than the distancebetween the exterior of the vehicle and the battery 402 or the occupant208.

In general, the crash structures described herein are designed to absorbenergy of collision over a relatively short ride-down distance, whileminimizing intrusion of a pole or other obstacle into the passengercompartment, battery, drivetrain, or other systems of the vehicle. Insome examples, the crash structures described herein may be configuredto absorb energy of a collision over a ride-down distance of less than400 mm, or less than 350 mm. In some examples, the crash structuresdescribed herein may be configured to absorb energy of a collision overa ride-down distance of between about 200 mm and about 300 mm. In someexamples, energy absorbers described in this application may be designedto absorb energy over the ride-down distance in order to minimize amaximum force transmitted to an occupant and/or system of the vehiclewhile the vehicle is decelerated. Additionally, in some examples, thereaction force of the side-impact crash structure may increase withincreased intrusion distance, thereby minimizing forces on occupants andvehicle systems for lower speed collisions while still absorbing moreenergy and transferring more energy to other portions of the vehicle tostop further intrusion during higher speed collisions.

FIG. 5 is a schematic view of a vehicle 500 comprising detachable driveassemblies 502 disposed at opposite longitudinal ends of the vehicle.FIG. 5 shows a first drive assembly 502 a in an installed state and asecond drive assembly 502 b in an uninstalled state. In the assembledstate, the drive assembly 502 is attached to the vehicle body 210. Eachdetachable drive assembly 502 may include wheels 102, axle 106, battery402, motor(s), cooling system, steering system, braking system, and/orother vehicle systems to operate the vehicle. The detachable driveassemblies 502 are positioned at the respective ends 104 of the vehicle500. In some examples, the vehicle 500 includes only one detachabledrive assembly 502. In some examples, portions or all of the side-impactcrash structure 108 may be coupled directly or indirectly to thedetachable drive assembly 502. One such example of this is representedin FIG. 5 by the energy absorber 202 shown in dashed lines coupled tothe detached second drive assembly 502 b. For instance, the detachabledrive assembly 502 may include any or all of the energy absorber(s) 202,battery casing 220, drive assembly frame 214, and/or drive assemblycross-member 218. In examples where the energy absorber(s) 202 arepositioned on the detachable drive assembly 502, other portions of thevehicle 100 including the body 210 and body cross-member 216 may stillfunction as load spreaders for the side-impact crash structure 108. Inthese examples, force is transferred from the energy absorber 202 to thevehicle body 210 via the coupling between the vehicle body and the driveassembly 502. In other examples, portions or all of the side-impactcrash structure 108 may be coupled directly or indirectly to the body210 or passenger compartment of the vehicle 500. This alternateconfiguration is represented in in FIG. 5 by the energy absorber 202shown in dot-dashed lines coupled to the body 210 proximate the detachedsecond drive assembly 500 b. That is, the dashed line representation ofthe energy absorber(s) 202 shows one example configuration, and thedot-dash line representation of the energy absorber(s) 202 shows anotherexample configuration of the side-impact crash structures according tothis application.

FIG. 6 is a front perspective view of an energy absorber 600 accordingto another example embodiment. The energy absorber 600 may be formed ofa honeycomb structure formed from an array of hollow cells 602 formedbetween walls 604. That is, the cells 602 may comprise prisms havinghexagon perimeter or cross-section which may be open ended or closed. Insome examples, the hollow cells 602 may have a width W of between about10 mm and about 30 mm. The honeycomb energy absorber 600 may be formedfrom any of the materials described above for energy absorber 202. Insome examples, the honeycomb energy absorber 600 is formed from TL091Aluminum Alloy. In some examples, the outer wall 606 of the honeycombenergy absorber 600 may be curved such that it provides a variety ofoblique angles for receiving a side impact. The outer wall 606 may beopen to provide an open cell arrangement, or it may have a skin orsurface layer covering the open ends of the cells 602. In someembodiments, the energy absorber 600 may be formed from injection moldedcomposites. In this example, like the example of FIGS. 3A-3C, the cellwalls 604 of the energy absorber 600 extend at an oblique angle θrelative to the lateral axis of the vehicle. However, in this example,the outer wall of the energy absorber 600 may extend at angles otherthan the oblique angle θ.

The subject matter described above is provided by way of illustrationonly and should not be construed as limiting. Furthermore, the claimedsubject matter is not limited to implementations that solve any or alldisadvantages noted in any part of this disclosure. Variousmodifications and changes may be made to the subject matter describedherein without following the examples and applications illustrated anddescribed, and without departing from the spirit and scope of theclaims.

EXAMPLE CLAUSES

The following paragraphs describe various examples. Any of the examplesin this section may be used with any other of the examples in thissection and/or any of the other examples or embodiments describedherein.

A: In some examples, a vehicle may comprise: a first longitudinal end, asecond longitudinal end opposite the first longitudinal end, a firstlateral side, and a second lateral side opposite the first lateral side;a passenger compartment positioned between the first longitudinal endand the second longitudinal end, wherein the passenger compartmentcomprises a seat proximate the first longitudinal end and facing towardthe second longitudinal end; a first axle disposed between the firstlongitudinal end and the passenger compartment; a second axle disposedbetween the second longitudinal end and the passenger compartment; afirst energy absorber disposed between the first axle and the passengercompartment on the first lateral side and configured to deform to absorbenergy of a collision on the first lateral side, the first energyabsorber comprising an open cellular structure; and a second energyabsorber disposed between the first axle and the passenger compartmenton the second lateral side and configured to deform to absorb energy ofa collision on the second lateral side, the second energy absorbercomprising an open cellular structure.

B: The vehicle of example A, wherein at least one of the first energyabsorber or the second energy absorber comprises an outer wall dividedinto multiple cells by one or more webs.

C: The vehicle of any one of example A or B, wherein the outer wall andthe one or more webs extend at an oblique angle relative to a lateralaxis extending between the first lateral side and the second lateralside.

D: The vehicle of example C, wherein the oblique angle is between about1° and 20°.

E: The vehicle of any one of examples A-D, wherein at least one of thefirst energy absorber or the second energy absorber comprises anextrusion.

F: The vehicle of any one of examples A-E, wherein at least one of thefirst energy absorber or second energy absorber comprises at least oneof aluminum, steel, carbon fiber, or plastic.

G: The vehicle of any one of examples A-F, further comprising a driveassembly coupled to the passenger compartment at the first longitudinalend, the drive assembly including the first axle and a battery casing,wherein the first energy absorber and the second energy absorber arecoupled laterally outboard of the battery casing.

H: The vehicle of any one of examples A-G, further comprising a loadspreader disposed between the first energy absorber and a body of thevehicle.

I: The vehicle of any one of examples A-H, wherein the vehicle is abidirectional vehicle and the seat comprises a first seat, the vehiclefurther comprising: a second seat proximate the second longitudinal endand facing toward the first longitudinal end; a third absorber disposedbetween the second axle and the passenger compartment of the firstlateral side; and a fourth energy absorber disposed between the secondaxle and the passenger compartment on the second lateral side.

J: The vehicle of any one of examples A-I, wherein at least one of thefirst energy absorber or the second energy absorber is configured todeform along an oblique axis of the vehicle under a compressive force.

K: The vehicle of any one of examples A-J, further comprising a batteryat least partially surrounded by a battery casing, wherein at least aportion of the battery casing is positioned between the first energyabsorber and the second energy absorber, and wherein there is a spacebetween the battery and the battery casing.

L: In some examples, a side-impact crash structure for a vehiclecomprises: an elongated cross-member configured to extend along alateral axis of the vehicle; a first energy absorber coupled to a firstend of the cross-member, the first energy absorber comprising a firstouter wall divided into multiple cells by a first web, wherein the firstouter wall and the first web extend at a first oblique angle relative tothe cross-member; and a second energy absorber coupled to a second endof the cross-member, the second energy absorber comprising a secondouter wall divided into multiple cells by a second web, wherein thesecond outer wall and the second web extend at a second oblique anglerelative to the cross-member.

M: The side-impact crash structure of example L, wherein a portion of atleast one of the first energy absorber or second energy absorbercomprises one of an open-cell structure or a honeycomb structure.

N: The side-impact crash structure of example M, wherein at least one ofthe first oblique angle or the second oblique angle is between about 0°and about 30°.

O: The side-impact crash structure of any one of examples L-N, whereinthe cross-member has a rigidity greater than that of the first energyabsorber and the second energy absorber.

P: The side-impact crash structure of any one of examples L-O, whereinat least one of the first energy absorber or second energy absorbercomprises at least one of aluminum, steel, carbon fiber, or plastic.

Q: The side-impact crash structure of any one of examples L-P, wherein:the first outer wall of the first energy absorber comprises acircumferential wall defining a perimeter of the first energy absorber,the outer wall having a proximal end and a distal end; the first web isdisposed within the circumferential wall and divides the first energyabsorber into the multiple cells; an inboard edge of the first outerwall is disposed at the proximal end of the circumferential wall and isconfigured for attachment to the vehicle, the inboard edge having asubstantially planar circumference; and an outboard edge disposed at thedistal end of the circumferential wall, a first portion of the outboardedge being spaced a first distance from the inboard edge, and a secondportion of the outboard edge being spaced a second distance from theinboard edge, the second distance being different than the firstdistance.

R: In some examples, an energy absorber for use in a side-impact crashstructure comprises: an outer circumferential wall defining a perimeterof the energy absorber, the outer circumferential wall having a proximalend and a distal end; a web disposed within the outer circumferentialwall and dividing the energy absorber into multiple cells; an inboardedge disposed at the proximal end of the outer circumferential wall andconfigured for attachment to a vehicle, the inboard edge having asubstantially planar circumference; and an outboard edge disposed at thedistal end of the outer circumferential wall, a first portion of theoutboard edge being spaced a first distance from the inboard edge, and asecond portion of the outboard edge being spaced a second distance fromthe inboard edge, the second distance being different than the firstdistance.

S: The energy absorber of example R, wherein the energy absorber is madeat least one of aluminum, steel, carbon fiber or foam.

T: The energy absorber of any one of examples R or S, wherein a cell ofthe multiple cells is generally prismatic in shape and has a perimetershape that is substantially square, rectangular, triangular, hexagonal,octagonal, or trapezoidal.

While the example clauses described above are described with respect toparticular implementations, it should be understood that, in the contextof this document, the content of the example clauses may also beimplemented using other methods, devices, systems, and/or otherimplementations.

CONCLUSION

While one or more examples of the techniques described herein have beendescribed, various alterations, additions, permutations and equivalentsthereof are included within the scope of the techniques describedherein.

In the description of examples, reference is made to the accompanyingdrawings that form a part hereof, which show by way of illustrationspecific examples of the claimed subject matter. It is to be understoodthat other examples can be used and that changes or alterations, such asstructural changes, can be made. Such examples, changes or alterationsare not necessarily departures from the scope with respect to theintended claimed subject matter. While features, components, andoperations may be presented in a certain arrangement, configuration,and/or order, the arrangement, configuration, and/or order may berearranged, combined, or omitted without changing the function of thesystems and methods described.

What is claimed is:
 1. A vehicle comprising: a first longitudinal end, asecond longitudinal end opposite the first longitudinal end, a firstlateral side, and a second lateral side opposite the first lateral side;a passenger compartment positioned between the first longitudinal endand the second longitudinal end, wherein the passenger compartmentcomprises a seat proximate the first longitudinal end and facing towardthe second longitudinal end; a first axle disposed between the firstlongitudinal end and the passenger compartment; a second axle disposedbetween the second longitudinal end and the passenger compartment; afirst energy absorber disposed between the first axle and the passengercompartment on the first lateral side and configured to deform to absorbenergy of a collision on the first lateral side, the first energyabsorber comprising an open cellular structure; and a second energyabsorber disposed between the first axle and the passenger compartmenton the second lateral side and configured to deform to absorb energy ofa collision on the second lateral side, the second energy absorbercomprising an open cellular structure.
 2. The vehicle of claim 1,wherein at least one of the first energy absorber or the second energyabsorber comprises an outer wall divided into multiple cells by one ormore webs.
 3. The vehicle of claim 2, wherein the outer wall and the oneor more webs extend at an oblique angle relative to a lateral axisextending between the first lateral side and the second lateral side. 4.The vehicle of claim 3, wherein the oblique angle is between about 1°and 20°.
 5. The vehicle of claim 1, wherein at least one of the firstenergy absorber or the second energy absorber comprises an extrusion. 6.The vehicle of claim 1, wherein at least one of the first energyabsorber or second energy absorber comprises at least one of aluminum,steel, carbon fiber, or plastic.
 7. The vehicle of claim 1, furthercomprising a drive assembly coupled to the passenger compartment at thefirst longitudinal end, the drive assembly including the first axle anda battery casing, wherein the first energy absorber and the secondenergy absorber are coupled laterally outboard of the battery casing. 8.The vehicle of claim 1, further comprising a load spreader disposedbetween the first energy absorber and a body of the vehicle.
 9. Thevehicle of claim 1, wherein the vehicle is a bidirectional vehicle andthe seat comprises a first seat, the vehicle further comprising: asecond seat proximate the second longitudinal end and facing toward thefirst longitudinal end; a third absorber disposed between the secondaxle and the passenger compartment of the first lateral side; and afourth energy absorber disposed between the second axle and thepassenger compartment on the second lateral side.
 10. The vehicle ofclaim 1, wherein at least one of the first energy absorber or the secondenergy absorber is configured to deform along an oblique axis of thevehicle under a compressive force.
 11. The vehicle of claim 1, furthercomprising a battery at least partially surrounded by a battery casing,wherein at least a portion of the battery casing is positioned betweenthe first energy absorber and the second energy absorber, and whereinthere is a space between the battery and the battery casing.
 12. Aside-impact crash structure for a vehicle comprising: an elongatedcross-member configured to extend along a lateral axis of the vehicle; afirst energy absorber coupled to a first end of the elongatedcross-member, the first energy absorber comprising a first outer walldivided into multiple cells by a first web, wherein the first outer walland the first web extend at a first oblique angle relative to theelongated cross-member; and a second energy absorber coupled to a secondend of the elongated cross-member, the second energy absorber comprisinga second outer wall divided into multiple cells by a second web, whereinthe second outer wall and the second web extend at a second obliqueangle relative to the elongated cross-member.
 13. The side-impact crashstructure of claim 12, wherein a portion of at least one of the firstenergy absorber or second energy absorber comprises one of an open-cellstructure or a honeycomb structure.
 14. The side-impact crash structureof claim 12, wherein at least one of the first oblique angle or thesecond oblique angle is between about 0° and about 30°.
 15. Theside-impact crash structure of claim 12, wherein the elongatedcross-member has a rigidity greater than that of the first energyabsorber and the second energy absorber.
 16. The side-impact crashstructure of claim 12, wherein at least one of the first energy absorberor second energy absorber comprises at least one of aluminum, steel,carbon fiber, or plastic.
 17. The side-impact crash structure of claim12, wherein: the first outer wall of the first energy absorber comprisesa circumferential wall defining a perimeter of the first energyabsorber, the first outer wall having a proximal end and a distal end;the first web is disposed within the circumferential wall and dividesthe first energy absorber into the multiple cells; an inboard edge ofthe first outer wall is disposed at the proximal end of thecircumferential wall and is configured for attachment to the vehicle,the inboard edge having a substantially planar circumference; and anoutboard edge disposed at the distal end of the circumferential wall, afirst portion of the outboard edge being spaced a first distance fromthe inboard edge, and a second portion of the outboard edge being spaceda second distance from the inboard edge, the second distance beingdifferent than the first distance.
 18. An energy absorber for use in aside-impact crash structure, the energy absorber comprising: an outercircumferential wall defining a perimeter of the energy absorber, theouter circumferential wall having a proximal end and a distal end; a webdisposed within the outer circumferential wall and dividing the energyabsorber into multiple cells; an inboard edge disposed at the proximalend of the outer circumferential wall and configured for attachment to avehicle, the inboard edge having a substantially planar circumference;and an outboard edge disposed at the distal end of the outercircumferential wall, a first portion of the outboard edge being spaceda first distance from the inboard edge, and a second portion of theoutboard edge being spaced a second distance from the inboard edge, thesecond distance being different than the first distance.
 19. The energyabsorber of claim 18, wherein the energy absorber is made at least oneof aluminum, steel, carbon fiber or foam.
 20. The energy absorber ofclaim 18, wherein a cell of the multiple cells is generally prismatic inshape and has a perimeter shape that is substantially square,rectangular, triangular, hexagonal, octagonal, or trapezoidal.